Compressed-air system for railway-cars.



O. JOHNSON.

COMPRESSED AIR SYSTEM FOR RAILWAY CARS.

AIP'LZLLJATION FILED APR. 25, 1910. 9'? L 960 Patented Oct. 4, 1910.

4 SHEETB-SHEBT l.

W131i tin 6A4:

5&1 MM

1n: NORRIS PETERS co., wAsuINcroN, 04 c QQIQQ 0. JOHNSON.

COMPRESSED AIR SYSTEM FOR RAILWAY CARS.

APPLICATION FILED APB..25,1910.

Patented Oct. 4, 1910.

4 mama-SHEET 2.

Jud/z fan was NORRIS PETERS co.. WASHINCJDN, n. c.

0. JOHNSON.

COMPRESSED AIR SYSTEM FOR RAILWAY CARS.

APPLICATION FILED APB.25,1910.

1 89 Patented Oct. 4, 1910.

4 SHEETSSHEET 3.

Tull

dlmr'jhzls a rz,

m: rwRms PETERS 5a,, wasnmarou, c

0 JOHNSON.

COMPRESSED AIR SYSTEM FOR RAILWAY CARS.

APPLIOATION FILED APR.25,1910.

Patented Oct. 4, 1910.

4 SHBBTS-SHBET 4.

Irma/71w? air 64% 0 0/22 1?,

All-E:

Hf/flaws? (a? 5. M. Q Q W;

ms NORRIS r-s-rsns co., \vnsumcron, n. c.

ITED STATES PATNT OFFICE.

OSCAR JOHNSON, OF CHICAGO, ILLINOIS.

To all whom it may concern:

Be it known that I, OSCAR JOHNsON, a citizen of the United States,residing at Chicago, county of Cook, and State of Illinois, haveinvented certain new and useful Improvements in Compressed-Air Systemsfor Railway-Cars, of which the following is a specification.

My invention relates to compressed air systems for railway cars and morespecifically to that class thereof especially designed for employment inelectric street cars.

The object of my invention is the production of an improved system ofthe character mentioned whereby either the car conductor, in case ofemergency, from his station in the car, or the car operator or motorman,as ordinary, from his position may operate the car brakes.

A further object is the provision in the system mentioned of meanswhereby operation of the brakes will also effect the automatic returningto open position of the motormans controller shaft.

A still further object is the provision in the system mentioned of meanswhereby operation of the brakes by the conductor will automaticallyeffect the discharge of sand upon the rails forward of the front wheelsof the car.

Other objects will appear hereinafter.

With these objects in view my invention consists in a compressed airsystem characterized as above mentioned and in certain details ofconstruction and arrangement of parts all as will be hereinafter fullydescribed and more particularly pointed out in the appended claims.

My invention will be more readily understood by reference to theaccompanying drawings forming a part of this specification, and inwhich,

Figure 1 is a bottom plan view of a car equipped with a compressed airsystem embodying the preferred form of my invention, Fig. 2 is avertical longitudinal section thereof taken on line w-0c of Fig. 1, Fig.3 is a vertical transverse section on line y- 1 of Fig. 2, Fig. 4; is afragmentary section taken on substantially line z--z of Fig. 2, Fig. 5is a sectional detail taken on substantially line 'ww of Fig. 1, Fig. 6is an en- Specification of Letters Patent.

Application filed April 25, 1910.

Patented Oct. 4t, 1910.

Serial No. 557,466.

larged section on line 41-?) of Fig. 5, and Fig. 7 is an enlargedsectional detail of the reservoir shown in Fig. 6.

Referring now to the drawings, 1 indi cates an electric car whichmay beof any ordinary or preferred design, and 2 and 3 the trucks at therespective ends thereof, each of the latter being of the double trucktype comprising a bolster l and two parallelly extending axles 5 uponwhich are mounted wheels 6. Pivotally secured at 7 at their upperextremities to the opposite sides of each of the bolsters 4 aredepending arms 8 at the lower ends of which are supported the ordinarytruck beams 9. Carried at the extremity of the beams 9 are the brakeshoes 10, adapted upon the outward rocking of said brake beams tofrictionally engage the peripheries of the wheels 6. The beams 9 securedto each bolster are so connected that by the inward drawing of inwardlyextending bars 11 and 12, the latter being connected respectively to thebrake mechanisms at either end of the car, the shoes 10 carried by saidbeams will be rocked into operative position. 13 indicates an air brakecylinder, and 14 the piston rod of the piston mounted therein. The outerextremity of the piston rod 14: is connected by means of a lever 15 tothe inner extremity of the bar 11, a similar lever 16 being fulcrumed atone end to the opposite extended end or head of the cylinder and beingconnected at its outer extremity to the inner extremity of the bar 12;said levers being connected intermediate their extremities by a link 17.The arrangement is such that upon outward reciprocation of the pistonrod, the bars 11 and 12 will be drawn in wardly to effect the operationof t-hebrakes at the ends of the car. This construction however is allold and well known, no claim being here made thereto, my invention beingembodied in the following.

Supported substantially centrally upon the under side of the car at oneside thereof is an air reservoir 18 which connects at its under sidethrough pipes 19 and 20 with the air compressor 21, the pipe 20extending diametrically through one end of the reservoir and beingprovided with a plurality of spaced ports or openings 22 whichcommunicate with the interior of said reservoir. A pipe 23 leads fromthe upper side of the opposite end of said reservoir and connects withan auxiliary air reservoir 24:. Interposed in the pipe 23 is anadjustable automatic air pressure regulator or reducer 25, whereby thepressure in the reservoir 2-1 may be maintained constant notwithstandinga variable higher pressure in the main reservoir 18. The advantage ofthis expedient will be appreciated by those familiar with the operationof the brake systems. In order to protect the pressure regulator againstthe weather, the same, as clearly shown in Fig. 6, is preferably locatedat a suitable inconspicuous place within the car, such as under the seatthereof.

Located at either end of the car in the respective vestibules thereofare the ordinary air brake valves 26 and 26, which are operated by themotorman or car operator. The pipe 27 communicates at its extremitieswith the inlet sides of the valves 26 and 26, said pipe being connectedto the outlet pipe 28 of the auxiliary air reservoir 24. A pipe 29communicates at its extremities with the outlet sides of the valves 26and 26', said pipe being connected by means of a pipe 30 with the airbrake cylinder 13.

Located in each vestibule adjacent the brake valve therein is a duplexgage 31. The gages 31 are connected by means of pipes 32 with the pipe23, the pipes 32 being connected with said pipe 23 at a point thereinintermediate the reservoir 18 and the pressure regulator 25; said gagesbeing connected by means of pipes 33 with the respective ends of thepipe 27. Thus the motorman will be apprised of the pressures within bothreservoirs since both pressures will be registered upon said gages.

Located in each of the car vestibules adjacent the conductors usualstation thereinis a cut-off or by-pass pipe 34 which is con nected atits respective extremities with the pipes 27 and 29. Intel-posed in eachof said pipes 3 1 is a hand-operable stop cock 35 which is located inoperative proximity with the conductors station within the vestibule.lVith this provision it will be observed that the conductor, may, bysimply opening the adjacently located stop cock, establish communication between the pipes 27 and 29, cutting out the brake valves,and operating the brakes. This means of operating the brakes is only asafe-guard, and will, it is understood, be resorted to only in case ofemergency.

36 indicates the motormans electric current controller, one of which isprovided in each vestibule.

37 designates the revoluble shafts of the controllers 36 to which areattached the motormans operating or controlling handles 38. The shafts37 are extended downwardly below the floor of the car and to the lowerend of each is secured a pulley 39. 40 and 11 indicate flexible cordsone of the extremities of which are secured to said pulleys, portionsthereof being adapted to wind about the peripheries of said pulleys; thearrangement being such that, when the shafts are revolved to closedposition, said cords will be wound around said pulleys so that saidshafts may be reversely rotated, that is, returned to open position, bydrawing upon the ends of said cords.

Pivotally secured intermediate its extremities to a bracket 42 arrangedat the end of the cord adjacent the cord 1O is a. lever or rocker arm&3. To the upper extremity of said arm is secured the free end of thecord 40 and to the lower extremity thereof is connected one extremity ofa longitudinally extending rod 414:, the latter being slidably mountedin depending brackets 45 provided at the under side of the car. Theother extremity of the rod A is connected to the free end of the cord&1. This construction is such that proper rocking of the arm 43 willeffect the inward drawing of the cords 40 and %1, so that, with eitheror both of the controller shafts in closed position, by properly rockingsaid arm, as above stated, said cords will be uncoiled from the pulleys39 to effect the retrograde revolving of said shaft or shafts to openposition. A compression spring 46 carried by the rod 14 is arranged tonormally hold said rod and the arm 4L3 in a position in which the cords40 and 4:1 will be relaxed for winding upon the pulleys 39. Operativemovement of the arm 13 is limited by means of a stop 17 formed at theunder side of the bracket 12 for engagement by the lower end of saidarm.

The outer end 48 of the before mentioned lever 15 is extended and bentdownwardly, as clearly shown in Figs. 1, 2 and 5. A link 49 is connectedat one extremity to the arm 13 above its pivotal point and at itsopposite extremity said link is connected by means of a comparativelystrong tension spring 50 to the extremity 18 of the lever 15. \Vith thisarrangement it will be seen that upon the movement of the lever 15 tooperative or braking position, the arm as will be rocked to effect therotation of the controller shafts to open position should either, atsuch time, be in closed posit-ion. Therefore, with the constructiondescribed, it will be seen, that upon the operative movement of thebrake levers the controller shafts will be automatically returned toopen position. This is of advantage especially in the event of thebrakes being operated by the conductor through either of the cocks 35,since in this operation, without such arrangement, were the motormanscontroller shaft in closed position, the brakes would have but littleretarding effect upon the wheels.

51 designates the usual compressed air operable sand boxes located ateither end of the car, and 52 the sanding pipes depending therefrom intoclose proximity with the under side of the peripheries of the Wheels, asindicated. The sand boxes 51 at one end of the car are connected to apipe 53 and those at the other end of the car are similarly connected toa pipe 53. The pipe 53 is connected by means of a pipe 54 to the cut-offpipe 34 at the opposite end of the car, and at a point in said pipe 34beyond the cook 35 therein, that is, adjacent the junction of said pipeand the pipe 29; a pipe 54 similarly connecting the other cut-off pipe34 and the pipe 53. Ordinary check valves 55 are interposed in the pipes34 intermediate the connections of the pipes 54 and 54 and the pipe 29therewith, said valves being so arranged as to prevent upward passagethrough said pipes 34 from the pipe 29. With this provision it will beseen that upon either of the cocks 35 being opened, in addition in suchevent, to effecting the operation of the brakes and controllers asbefore described, air will be admitted to the sand boxes at the frontend of the car to effect the automatic sanding of the rails. Theadvantage of this expedient is evident.

The pipe 56 is connected at one end with the pipe 27 adjacent oneextremity thereof, that is, adjacent the brake valve 26 in one of thecar vestibules and in operative proximity wit-h the motormans station inthe vestibule. An ordinary stop cock 59 is provided at the juncture ofthe pipes 27 and 56, the same being normally adjusted to close thepassage to the latter. The opposite end of said pipe 56 is connected, asclearly seen in Fig. 2, to the pipe 19 at the intersection of the pipe20 therewith.

Interposed between the adjacent ends of the pipes 19 and 56 is acoupling 57 and a check valve 58. Formed in the coupling 57 is acylinder 59, the latter communicating with the passage through said pipe56. Mounted in said cylinder is a piston 60 which is normally heldseated against the end of said pipe by means of a compression spring 61.The valve head 62 of the valve 58 is adapted to close the port 63 whichestablishes communication with the exhaust ports 64, said valve headbeing of a diameter less than that of the piston 60 so that, with equalpressures upon the valve head 62 and said piston, the valve head becauseof differential action will be forced to unseating position by saidpiston. A com-- paratively light compression spring 65 is arranged tonormally hold said valve head unseated and consequently the passagethrough the valve open, said spring being, however, not strong enough tosuccessfully resist the pressure in the reservoir when the car is inoperation. The extremity of the stem 66 of said valve head extends intooperative proximity with the extremity of the piston rod 67, so thatdepression or inward movement of the piston, 60 will cause the moving ofthe valve head 62, as clearly shown in Fig. 7. A check valve 68 similarin construction to the valve 58 isarranged at the upper end of the pipe20. The valves 58 and 68 are so arranged that when the reservoir isunder pressure, the heads thereof will be held in closed positions bysuch pressure. The last described provision is made in order to effectthe ready discharge of water of condensation which accumulates in thereservoir 18, the discharge of this water from the air reservoir of carsat the present time being, as is known, effected only with diflicultyand inconvenience. With the arrangement disclosed, and with thereservoir under pressure, as is the condition when the car is inoperation, it is only required, in order to effect the discharge of thewater therefrom, to open the cook 56 (the latter being positioned asbefore described in operative proximity with the motormans station inthe vestibule) so as to direct the air from the pipe 27 through the pipe56. This being done, the air will act on the piston 60 and which in turnwill act upon the valve head 62 to cause the unseating of the latter.This being done, the water contained in the reservoir will be forcedout, because of the pressure thereon, through the openings 22 and thencethrough the valve 58. Vith the reservoir not under pressure, as is thecondition thereof when the car is not in use, the valves 58and 68 willbe in opened condition, as before stated, in which event the reservoirwill drain itself. A hand-operable cook 69 is also provided at the underside of the reservoir 18 which may be utilized in the event of failureof operation of the means above described.

Vhile I have shown what I deem to be the preferable form of mycompressed air system I do not wish to be limited thereto as there mightbe various changes made in the details of construction and thearrangement of parts described without departing from the spirit of theinvention comprehended within the scope of the appended claims.

Having described my invention what I claim as new and desire to secureby Letters Patent is:

1. In a compressed air system for railway cars, the combination with thecar operators or motormans brake valve and controller shaft, of a mainair reservoir; a compressed air supply for said reservoir; an auxiliaryair reservoir; a pipe connecting said reservoir; a pressure regulatorinterposed in said pipe; an air brake cylinder operatively connectedwith the car brake; a pipe con necting said auxiliary reservoir and saidcylinder, said before named brake valve being interposed in said lastmentioned pipe; a bypass pipe in said last mentioned pipe, on oppositesides of said air valve; means controlling the passage through saidby-pass pipe; and an operative connection between the car brakes andsaid controller shaft, whereby operation of said brakes causes theretrograde rotation of said shaft, substantially as described.

2. In a compressed air system for railway cars, the combination with thecar op erators or motormans brake valve and controller shaft; and thesand boxes of the car; of a main air reservoir; a compressed air supplyfor said reservoir; an auxiliary air reservoir; a pipe connecting saidreservoirs; a pressure regulator interposed in said pipe; an air brakecylinder operatively connected with the car brakes; a pipe connectingsaid auxiliary reservoir and said cylinder, said before named brakevalve being interposed in said last named pipe; a bypass pipe in saidlast mentioned pipe, on opposite sides of said air valve; hand-operablemeans controlling the passage through said by-pass pipe, said meansbeing located adjacent the car conductors station in the car; a pipeconnection between the said by-pass pipe and said sand boxes; and anoperative connection between the car brakes and said controller shaft,whereby operation of said brakes causes the retrograde rotation of saidshaft, substantially as described.

3. In a compressed air system for railway cars, the combination with anoperators or motormans brake valve and controller shaft, and'the sandboxes of the car; of an air reservoir; a compressed air supply therefor;an air brake cylinder operatively con nected with the car brakes; a pipeconnecting said reservoir and said cylinder, said brake valve beinginterposed in said last mentioned pipe; a by-pass pipe in said lastmentioned pipe, on opposite sides of said air valve; hand-operable meanscontrolling the passage through said by-pass pipe, said means beinglocated adjacent the car conductors station in the car; a pipeconnection between the said by-pass pipe and said sand boxes; and anoperative connection between the car brakes and said controller shaft,whereby operation of said brakes causes the retrograde rotation of saidshaft, substantially as described.

4t. In a compressed air system for railway cars, the combination withthe car operators or motormans brake valve and controller shaft, and thesand boxes of the car, of an air reservoir; a compressed air supply forsaid reservoir; an air brake cylinder; a piston operating in saidcylinder; an operative connection between said piston and the carbrakes; a pipe connection between said res ervoir and said cylinder,said before mentioned brake valve being interposed in said lastmentioned pipe; a by-pass pipe in said last mentioned pipe, on oppositesides of said air valve; a stop cock controlling the passage throughsaid by-pass pipe, said stop cock being located adjacent the carconductors station in the car; a pipe connection between the saidby-pass pipe and said sand boxes whereby opening of said stop cockeffects the discharge of sand from said boxes; and an operativeconnection between the brake cylinder piston and said controller shaft,whereby operation of said brakes causes the retrograde rotation of saidshaft, substantially as described.

5. In a compressed air system for railway cars comprising the caroperators or motormans brake valve; an air reservoir; a compressed airsupply for said reservoir; an air brake cylinder and piston; anoperative connection between said piston and the car brakes; a pipeextending between said reservoir and said cylinder, said beforementioned brake valve being interposed in said last named pipe, saidreservoir being provided with a drain opening, of a valve governing saidopening; and compressed airoperable means for opening said valve, saidmeans being in operative connection with said reservoir, substantiallyas described.

6. In a compressed air system for railway cars comprising the caroperators or motormans brake valve; an air reservoir; a compressed airsupply for said reservoir; an air brake cylinder and piston; anoperative connection between said piston and the car brakes; a pipeextending between said reservoir and said cylinder, said beforementioned brake valve being interposed in said last named pipe, saidreservoir being provided with a drain opening, of a valve governing saidopening; compressed air-operable means for opening said valve; a pipeconnection between said means and said before mentioned pipe extendingbetween said reservoir and said cylinder; and means gov erning thepassage through said last named pipe connection, substantially asdescribed.

7. In a compressed air system for railway cars comprising the caroperators or motormans brake valve; an air reservoir; a com pressed airsupply for said reservoir; an air brake cylinder and piston; anoperative con erases netion between said piston aiid the car brakes; apipe extending between said reservoir and said cylinder, said beforementioned brake valve being interposed in said last named pipe, saidreservoir being provided With a drain opening, of a normally closedvalve governing said opening; a compressed air-operable piston andpiston rod for opening said valve, said piston being of greater diameterthan the head of said valve; a pipe connection between said piston andsaid before mentioned pipe extending between said reservoir and saidbrake cylinder; and hand-operable means governing the passage throughsaid last 15 mentioned pipe connection, said means be ing locatedadjacent the before mentioned brake valve, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of 20 two subscribing Witnesses.

OSCAR JOHNSON.

Witnesses:

JANET E. HOGAN, JOSHUA R. H. POTTS.

